Change-speed gearing.



w. S. |REY; CHANGE SPEED GEARING.

APPLICATION FILED MAY 21, 1917'.

Patented Aug. 20; 1918.

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CHANGE SPEED GEARING.

APPLICATION FILED MAY 2h I917.

Patented Aug. 20,

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CHANGE SPEED BEARING.

APPLICATION FILED MAY Z11 l ll- 1,276,368 J Patented Aug. 20, 1918.

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WILLIAMS. IREY, OF APALIT, PAIVIPANGA, PHILIPPINE ISLANDS.

CHANGE-SPEED GEARING.

Specification of Letters Patent.

Patented An. 26, 1918.

Application filed May 21, 1917. Serial No. 170,056.

To all whom it may concern:

Be it known that I, VVILLIAM Sims hum, of Apalit, Pampanga, Philippine Islands, have invented certain new and useful Change-Speed Gearin and I do hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form a part of this'specification.

This invention is intended to fill the very specific need in automobile running of a simple and easily managed device for chang ing speed without the useof hand levers, which still has a perfectly positive mechanical control without the intervention of any electrically controlled apparatus thereby obviating all necessity of the use of batteries, electrical wiring, etc., therein and therefor as well as doing away with all the annoyance and difficulty ofkeeping such electrical controls in dependable operating condition. It is also intended to do a'wav with the neces: sity of usin the hands. in efiecting speed changes other than those brought about by throttle and spark control, thereby giving the driver the full and undivided use of his hands at the steering wheel and its usual appurtenances for throttle and spark "control. This is effected by easily managed foot control brought about in the manner hereinafter set forth. Furthermore, it aims to do away with the unmeshing and the remeshing of speed change gears, thereby doing away with all danger of stripping gears in effecting such changes'even in the hands of a driver inexperienced in effecting suchchanges. This is brought about by having all gears preserve a fixed and unchanging relation with each other and by having all shifting members non-tooth elements as hereinafter set forth and explained. It is still further intended to offer a speed change device so simple and yet so posit ve in its operation, that even the most timid lady desirous of having and running her own car, need not hesitate to buv. one and to undertake to learnits management. This is all in a manner hereinafter set forth, which not onl oreserves all the three speed changes and reverse usually nit in cars, but also rmits, by extension of the principles applied, the easy introduction of other speed changes as well.

tain details of portions of the speed-change I controls, which slide the shiftin members.

Fig. 4 represents diagrammatically certain detail" the construction of the master driving wheel, the driving shaft, and the manner of making connection withits shifting member. All other nongear shifting members connect in: an exactly similar manner with their corresponding fixed position driving ears.

Fig. 5 is a cross section onthe line 55 QfFig.3.. y. Y

In Fig. 1, Crepresents the speed-shift case, which, for the purpose of securing strength of construction, is, or at'will may be. constructed'with bulkhead, P, which bulkhead shall have suitable openings as may be desired for the circulation of the lubricant. used in the case. 1 represents the master gear. 2, 3, and 4, representthe re duction to low sneed. 5,6. and 7 represent the reversesystem on lowispeed. 8, 9, and

10, reoresentthe reduction to medium speed 11, 12, 13, and 14, represent the non-toothed shifting members which run the driving I, shaft, .19, at high, medium, low, and reverse,

respectively, according to the connection made. As representedin Fig. 3,11, 12, 13, and 14, all stand at neutral. As 10, 4, 5, and

6, are so constructed as to revolve freely on I the. driving shaft, .19, unless connection therewith is brought about by means of the shifting members, 11, 12, 13, and 14,, the whole internal mechanism is free to idle without acting on the driving shaft, 19,

whenll, 12,13, and 14, all stand at neutral asin'Fig. 1. In this position, 1 runs at A engine speed when the clutch, represented diagrammatically as 20, is in operating con nection with the driving wheel on the main shaftof the engine. Through Sand 9, 10 revolves at the sametime at medium speed, wh-ile through 2and 3, 4 revolves at low speed-QAt thesame time, 4 carries bevel gear 5, with it'at lowspeed, 4 and 5 being constructed in. one piece and revolve as a single unit. At the same time, through bevel gear, 7, bevel. gear, 6, revolves at low speed on reverse. It follows that, if 11 is moved along the driving shaft, 19, until connect on with the master-gear, 1, is made, 1, acting on 11 through such connection, causes the driving shaft, 19, torevolve at high speed. it likewise follows that. if 12 is moved along the driving shaft, 19, until connection with the medium speed gear, 10, is made, 10, acting on 12 through such connection, causes the driving shaft, 19, to revolve at medium speed. It further follows that, if 13 is moved along the shaft, 19, until connection with the low-speed ear, 4. is made, 4, acting on 13 through such connection, causes the driving shaft, 19, to revolve at low speed. It moreover follows that, if 14 is moved along the driving shaft, 19, until connection with the reverse gear, 6, is established, 6, acting on 14 through such connection, causes the driving shaft, 19, to revolve with it at low speed on reverse.

Between 11 and 12, a fixed position ring block, 16, is mounted on the driving shaft, 19, for the purpose of stopping 11 and 12, and fixing their neutral positions. In a like manner, 15 fixes the neutral positions of 13 and 14. 2 and 3 are firmly fixed on shaft 18, and 8 and 9 in a like manner are firmly fixed on shaft 17.

The driving shaft, 19, consists of two portions, the break coming at the master gear. The portion in front and next to the clutch, is constructed in one piece with the master gear, 1. It is suitably connected with the clutch in the usual manner as prescribed by the principles of correct construction as laid down by the principles of mechanical engineering and machine construction. The master gear shall be provided with a suitable bearing in O, as defined by the needs of correct construction as laid down by mechanical engineering and machine construction. The remaining rear portion of the shaft, 19, or the driven shaft 19 shall be furnished with suitable bearings as defined by the needs of correct construction as laid down by the principles of mechanical engineering and machine construction. Shaft, 19, shall be constructed in detail in a manner suitable for the proper mounting of the various parts mounted on it. At the rear end of the driven shaft, 19, the conventional and usual swivel joint shall be mounted to give the proper connection with that portion of the whole driving shaft lying between the speed shift and the rear axle differential. The front end of the a shaft shall be so constructed as to fit into a recess suitably provided in the master gear, 1, such recess being provided for such. purpose. In order to fix them in operating position, 10 and 4 shall be provided with suitable circumferential grooves, 47 and 48,

into which saddles 48' mounted suitably on either side of P, shall fit.

.In Fig. 2 there is represented a side view of the speed shift controls for 11, 12, 13, and 14. It is evident that 12 and 13 shift toward the center to go into driving position. It is also evident that 11 and 14 shift away from the center to go into driving position. It is convenient, therefore, to bring about. these shifts in the manner shown. But, as the shifting of 12 and 13 is brought about in a manner exactly similar to that provided for 11 and 12, except that parts similar to 27 and 28 would naturally stand reversed in order to give 12 and'13 a motion toward the center instead of away from" it, a description of the manner in which 11 and 14 are caused to move will suflice for a description of the whole.

Fig. 2 represents a side view of the speed change mechanism with parts of the case together with its bulkhead P, in section. 19 represents the driving shaft diagrammatically without any details. 11, 12, 13, 14, 15, and 16, represent the corresponding parts already described in Fig. 1. 21 and 22 represent the shift slides carrying forks 23 and 24, designed .to saddle the flanges of 11 and 14 respectively, in such a manner that they in nowise impede the revolution of 11 and 14, while at the same time they can carry 11 and 14 withthem along the length of the shaft, 19. Further details of its construction are shown in Fig. 4 wherein it appears how the two sections slide upon each other when either moves. 25 and 26 are push pins, which may be furnished with a rolling member to facilitate movement. .27 and 28 represent the straight cams which operate 21 and 22. 27 and 28 are furnished with the bearing pins, 29 and 30, which serve to move 27 and 28 up and down. 27 and 28 are operated by a foot pedal, 33, furnished with suitable slots, 31 and 32, for 29 and 30. Foot pedal, 33, is mounted on a suitable bearing, 34 and 35, disposed at its center, making it possible to give it a rocking motion. It is mounted in a suitable manner over the speed shift case in such a way that 33 lies in the bottom of the car under the foot of the driver who rocks it according to requirements.

It is evident that if 27'descends it acts on 25 and pushes 22 outward from the center ofthe case. In doing this, the fork, 24, carries 11 with it into driving connection with the clutch element of the master gear 1, as shown in Fig. 2. At the same time, 28 in ascending produces no effect either on 26, or through it, on 21. 14, therefore, continues to stand in neutral position. If the action of 33 is reversed and it comes back to horizontal position without in the least affecting 26, 21, 23, and 14. In an exactly similar manner, 28 operates 26, 21, 23, and

1 sitions,

14 without afiecting the neutral positions of 25, 22, 24, and 11. The forks 23 and 24, can easily be constructed in such a shape that they are free to move without any interference with the rest of the mechanism. .For the return of 21 and 22 to neutral posuitable spiral springs, 36 and 37, can be disposed within the case as shown in Fig. 4. All theparts particularly shown in Figs. 2 and 3 maybe-disposed on any suitable line along the length of G? and the similar parts for operating 12"and 13, be similarly mounted beside .it insuch a manner that either is under the control of the foot at will. All the parts are suitably mounted to bring about their proper operation. As this is a simple problem of applied mechanical engineering, it need not be entered into here.

Figs. 3 and 5 show details of the construction of 1 and 11, setting forth the manner of squaring'the driving shaft, 19, at suitable parts of its length, the manner of constructing the recess in 1 for the end of 19,

the manner of constructing the joinings for 1 and 11, etc. All of these are simple mechanical problems which do not need lengthy descriptions, being sufficiently plain from the drawings themselves. Beside the manner of connection shown, which has special operating advantages, any other mechanically sound method may be used instead.

Having thus I claim and out is- 1. A change speed gearing comprising a drive shaft, a driven shaft, a master gear on said drive shaft, a plurality of sets of gears for operating said driven shaft 7 atdifferent speeds, each set of gears being in constant mesh, a clutch for each of said sets of gears disposed on said driven shaft and movable longitudinally thereof for bringing its particular set of gears into operation, means for selectively operating any of said clutches, said means comprising slidable bars or rods, yokes connected to said slidable desire to secure by Letters Pat- 'bars and arranged to straddle portions of and pedals in connection with.

said clutches, said bars, arranged to reciprocate the upon rocking of the pedals.

2. A change speed gearing comprising a drive shaft, a driven shaft, a master gear on said drive shaft, a plurality of sets of gears for operating said driven shaft at different speeds, each set of gears being in constant mesh, a clutch for each disposed on said driven shaft and movable longitudinally thereof for bringing its par ticular set of gears into operation, means for selectively operating any of said clutches, said means comprising slidable bars or rods, yokes connected to said slidable bars and arranged to straddle portions bars described my invention, what devices. mounted of said sets of gears slidable in the housing, each of said clutches, and cams arranged toengalgle said bars for shifting the latter at W1 3. A change speed gearing comprising a. drive shaft, a driven shaft, a master gear on said drive shaft, a plurality of sets of gears for operatingsaid driven shaft at different speeds, each setof gears being in constant mesh, a clutch for each of said sets of gears disposed on said driven shaft and movable longitudinally thereof for bringing its particular set of gears into operation, means for selectively operating any. of said clutches, said means comprising slidable bars or rods, yokes-connected to said slidable bars and arranged to straddle portions of said clutches, cams arranged to engage said bars for shifting the latter at will, and means for operating the cams.

4. A change speed gearing comprising a drive shaft, a driven shaft, a master gear on said drive shaft, a plurality of sets of gears for operating said driven shaft at different speeds, each set of gears being in constant mesh, a clutch for each of said sets of gears disposed on said driven shaft and movable longitudinally thereof forbringing its particular set of gears into operation, means for selectively operating any of said clutches, said means comprising slidable bars or rods, yokes connected to said slid-able bars and arranged to straddle portions of said clutches, cams arranged to engage said bars for shifting the latter at will, and levers for operating the cams.

5. In a change speed gearing, bination of the drive shaft, gearand clutch devices on said shaft, clutch shifting means movable longitudinally of said shaft, means for displacing said clutch shifting means movable transversely of said drive shaft and the clutch shifting means, and pedally controlled means operating said displacing means.

6. In a change speed gearing, the combination of the drive shaft, gear and clutch on the drive shaft, a shift-- ing bar movable longitudinally of said drive shaft and having a yoke engaging the clutch device, a cam movable in a path transversely the comof the drive shaft and the shifting bar and arranged to engage a portion of said bar, and a pedal controlling said cam.

7. In a change speed gearing, a housing drive and drivenshafts journaled in the housing, gear and clutch devices carried by said shafts in the housing, shifting bars having a yoke engaging the respective clutch devices, a contact member carried by each shifting bar, a cam located at each end of the casing including an outwardly directed'portion for engaging the contact member and shifting the respective shifting bars, and a pedal rockably mounted on the casing. and consaid cams, for acting Copies of this patent may be obtained for five cents each, by addressing the Washington, D; 0.

bar, including a low and a high portion merging at a point having an inclined sur- 15 face, said roller being in engagement With said cams; and a pedal having a pin and slot connection With thecam.

In testimony whereof, I have signed my name tothis specification, in the presence 20 of two subscribing Witnesses, on this 14th day of April, 1917 A. D.

WILLIAM S. IREY. XVitnesses;

N. S. LUIS, S. QULISAY.

Commissioner of Patents, 

